US20110023652A1 - Modular pedal assembly for vehicles - Google Patents
Modular pedal assembly for vehicles Download PDFInfo
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- US20110023652A1 US20110023652A1 US12/903,289 US90328910A US2011023652A1 US 20110023652 A1 US20110023652 A1 US 20110023652A1 US 90328910 A US90328910 A US 90328910A US 2011023652 A1 US2011023652 A1 US 2011023652A1
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- United States
- Prior art keywords
- pedal
- assembly
- sensor
- modular
- vehicle
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Classifications
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- G—PHYSICS
- G05—CONTROLLING; REGULATING
- G05G—CONTROL DEVICES OR SYSTEMS INSOFAR AS CHARACTERISED BY MECHANICAL FEATURES ONLY
- G05G1/00—Controlling members, e.g. knobs or handles; Assemblies or arrangements thereof; Indicating position of controlling members
- G05G1/30—Controlling members actuated by foot
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60Q—ARRANGEMENT OF SIGNALLING OR LIGHTING DEVICES, THE MOUNTING OR SUPPORTING THEREOF OR CIRCUITS THEREFOR, FOR VEHICLES IN GENERAL
- B60Q1/00—Arrangement of optical signalling or lighting devices, the mounting or supporting thereof or circuits therefor
- B60Q1/26—Arrangement of optical signalling or lighting devices, the mounting or supporting thereof or circuits therefor the devices being primarily intended to indicate the vehicle, or parts thereof, or to give signals, to other traffic
- B60Q1/44—Arrangement of optical signalling or lighting devices, the mounting or supporting thereof or circuits therefor the devices being primarily intended to indicate the vehicle, or parts thereof, or to give signals, to other traffic for indicating braking action or preparation for braking, e.g. by detection of the foot approaching the brake pedal
- B60Q1/441—Electric switches operable by the driver's pedals
-
- G—PHYSICS
- G05—CONTROLLING; REGULATING
- G05G—CONTROL DEVICES OR SYSTEMS INSOFAR AS CHARACTERISED BY MECHANICAL FEATURES ONLY
- G05G1/00—Controlling members, e.g. knobs or handles; Assemblies or arrangements thereof; Indicating position of controlling members
- G05G1/30—Controlling members actuated by foot
- G05G1/36—Mounting units comprising an assembly of two or more pedals, e.g. for facilitating mounting
-
- G—PHYSICS
- G05—CONTROLLING; REGULATING
- G05G—CONTROL DEVICES OR SYSTEMS INSOFAR AS CHARACTERISED BY MECHANICAL FEATURES ONLY
- G05G1/00—Controlling members, e.g. knobs or handles; Assemblies or arrangements thereof; Indicating position of controlling members
- G05G1/30—Controlling members actuated by foot
- G05G1/38—Controlling members actuated by foot comprising means to continuously detect pedal position
-
- G—PHYSICS
- G05—CONTROLLING; REGULATING
- G05G—CONTROL DEVICES OR SYSTEMS INSOFAR AS CHARACTERISED BY MECHANICAL FEATURES ONLY
- G05G1/00—Controlling members, e.g. knobs or handles; Assemblies or arrangements thereof; Indicating position of controlling members
- G05G1/30—Controlling members actuated by foot
- G05G1/46—Means, e.g. links, for connecting the pedal to the controlled unit
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- G—PHYSICS
- G05—CONTROLLING; REGULATING
- G05G—CONTROL DEVICES OR SYSTEMS INSOFAR AS CHARACTERISED BY MECHANICAL FEATURES ONLY
- G05G5/00—Means for preventing, limiting or returning the movements of parts of a control mechanism, e.g. locking controlling member
- G05G5/005—Means for preventing, limiting or returning the movements of parts of a control mechanism, e.g. locking controlling member for preventing unintentional use of a control mechanism
-
- G—PHYSICS
- G05—CONTROLLING; REGULATING
- G05G—CONTROL DEVICES OR SYSTEMS INSOFAR AS CHARACTERISED BY MECHANICAL FEATURES ONLY
- G05G5/00—Means for preventing, limiting or returning the movements of parts of a control mechanism, e.g. locking controlling member
- G05G5/12—Means for preventing, limiting or returning the movements of parts of a control mechanism, e.g. locking controlling member for holding members in an indefinite number of positions, e.g. by a toothed quadrant
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
- B60K26/00—Arrangements or mounting of propulsion unit control devices in vehicles
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- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y10—TECHNICAL SUBJECTS COVERED BY FORMER USPC
- Y10T—TECHNICAL SUBJECTS COVERED BY FORMER US CLASSIFICATION
- Y10T74/00—Machine element or mechanism
- Y10T74/20—Control lever and linkage systems
- Y10T74/20528—Foot operated
-
- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y10—TECHNICAL SUBJECTS COVERED BY FORMER USPC
- Y10T—TECHNICAL SUBJECTS COVERED BY FORMER US CLASSIFICATION
- Y10T74/00—Machine element or mechanism
- Y10T74/20—Control lever and linkage systems
- Y10T74/20528—Foot operated
- Y10T74/20534—Accelerator
Abstract
Description
- This application is a divisional application of U.S. patent application Ser. No. 10/543,344, filed May 19, 2006 which is a National Stage entry of P.C.T. Application No. PCT/US04/02120, filed Jan. 26, 2004 which claims priority to U.S. Provisional Application Ser. No. 60/442,577, filed Jan. 24, 2003, the entire contents of all above listed applications are incorporated herein by reference.
- This invention relates to vehicles such as golf cars, utility vehicles, and neighborhood vehicles, and more particularly to accelerator pedals and brake pedals for such vehicles.
- Conventional golf cars and utility vehicles may be expensive and time consuming to assemble. This is because most conventional vehicles and utility vehicles are assembled one piece at a time, stacking each upon the next, and the amount of time and labor required to assemble a conventional vehicle may be substantial because of this process. Golf cars and utility vehicles may have either an electric motor drive system or an internal combustion engine drive system, and the footprint and packaging of an electric drive system may be significantly different than the footprint and packaging of a gas drive system. Therefore, during the assembly of a conventional golf car or utility vehicle, the difference in the sizes and shapes of parts may require as much as two separate chassis for electric and gas drive vehicles, and most conventional accelerator assemblies are different for an electric drive vehicle then for a gas drive vehicle. This is because the parts coupled to the accelerator and the interconnection of the accelerator with the drive system may vary significantly between drive systems. {Text}
- In one embodiment, the invention provides a modular pedal assembly for use with a vehicle. The vehicle includes a prime mover, a control circuit operatively connected with the prime mover, and a brake assembly. The pedal assembly includes a base that is removably connectable with the vehicle, a brake pedal that is movably coupled with the base and operatively coupled with the brake assembly, an accelerator pedal that is movably coupled with the base so as to be displaceable between a first position and a second position and operatively coupled with one of the prime mover and the control circuit, and a control output regulator that includes a first sensor and a second sensor, and is electrically connectable with the control circuit such that the control circuit at least one of regulates the motor and operates the motor. In a vehicle having an electric motor prime mover, the first sensor is a limit switch electrically connected to the control circuit to selectively turn on the control circuit, and the second sensor is a variable resistor that generates a signal proportional to a displacement of the accelerator pedal between the first position and the second position. In a vehicle having an internal combustion engine prime mover, the first sensor is a limit switch operable to control a starter motor of the internal combustion engine, and the second sensor is a limit switch operable to control a spark plug ignition of the internal combustion engine.
- In another embodiment, the invention provides a modular pedal assembly mountable as a module upon a vehicle having a brake assembly and adaptable for use on a vehicle having either a gas engine or an electric motor drive. The modular pedal assembly has a mounted state in which the modular pedal assembly is mounted in the vehicle and an unmounted state. The modular pedal assembly includes a base that is adapted to be mounted in a vehicle in the mounted state. A first pedal is pivotally coupled to the base in the unmounted state of the modular pedal assembly and has a portion coupled to the brake assembly in the mounted state of the modular pedal assembly. A second pedal is pivotally coupled to the base in the unmounted state of the modular pedal assembly and has a portion coupled to the drive in the mounted state of the modular pedal assembly. The second pedal has an unactuated state and an actuated state. The actuated state is defined by pivotal movement of the second pedal with respect to the base. A control output regulator is coupled to the second pedal in the unmounted state of the modular pedal assembly and is also electrically coupled to the drive assembly in the mounted state of the modular pedal assembly. The control output regulator is adaptable to be used with vehicles driven by gas engines and electrical motors, and includes a sensor configured to detect the pivotal position of the second pedal and to communicate the position to the drive in the mounted state of the modular pedal assembly.
- The invention is further described with reference to the accompanying drawings, which illustrate one or more embodiments of the invention. However, it should be noted that the invention as disclosed in the accompanying drawings is illustrated by way of example only. The various elements and combinations of elements described below and illustrated in the drawings may be arranged and organized differently to result in embodiments which are still within the spirit and scope of the present invention in the drawings, wherein like reference numeral indicate like parts:
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FIG. 1 is a perspective view of a vehicle having a modular pedal assembly in accordance with the present invention; -
FIG. 2 is a partial prospective view of the vehicle illustrated inFIG. 1 showing the modular pedal assembly; -
FIG. 3 is a perspective view of a portion of the decorative body of the vehicle illustrated inFIG. 1 ; -
FIG. 4 is a perspective view of one embodiment of the underbody or chassis of the vehicle illustrated inFIG. 1 ; -
FIG. 5 is a partial perspective view of the underbody illustrated inFIG. 4 ; -
FIG. 6 is a perspective view of the modular pedal assembly illustrated inFIG. 5 showing the portions of the pedal assembly located under the base, including portions of the pedals and a control output regulator; -
FIG. 7 is a perspective view of the modular pedal assembly illustrated inFIG. 5 showing some of the outputs of the modular pedal assembly; -
FIG. 8 is a partial perspective view of the modular pedal assembly illustrated inFIG. 5 with the control output regulator removed and showing several elements of the parking brake assembly; -
FIG. 9 is a partial perspective view of the modular pedal assembly illustrated inFIG. 5 with the control output regulator removed and showing several of components of the modular assembly, including the parking brake assembly; -
FIG. 10 is a perspective view of the modular pedal assembly illustrated inFIG. 5 removed from the base; -
FIG. 11A is a more diagrammatic view of one embodiment of a control output regulator for use with a electric drive vehicle and components of the electric vehicle; -
FIG. 11B is a more diagrammatic view of one embodiment of a control output regulator for use with a gas drive vehicle and components of the gas vehicle; -
FIG. 12 is a perspective view of the accelerator pedal assembly, including a pedal, a shaft, a pin, an output portion, and a biased portion; -
FIG. 13A is a perspective view of a portion of the parking brake engagement assembly, including a carriage, a lever, a roller, and an engagement element having a projection; -
FIG. 13B is a perspective view from a different angle of the portion of the parking brake engagement assembly illustrated inFIG. 13A ; -
FIG. 14 is a perspective view of the brake pedal assembly illustrated inFIG. 10 , including the service brake pedal having a toothed portion and an output portion, the parking brake pedal, and an arm; -
FIG. 15 is a partial perspective view of the reverse side of the brake pedal assembly illustrated inFIG. 14 showing the parking brake pedal nested within a portion of the service brake pedal and interconnected to the service brake pedal; -
FIG. 16 is a partial perspective view of the pedal assembly illustrated inFIG. 10 showing the pedals in the unactuated state and the parking brake in the disengaged; -
FIG. 17 is a partial perspective view of the pedal assembly illustrated inFIG. 16 showing arm coupled to the brake pedal assembly preventing the parking brake engagement assembly from engaging the toothed portion of the brake pedal assembly; -
FIG. 18 is a partial perspective view of the pedal assembly illustrated inFIG. 10 showing the service brake pedal in the actuated state and the parking brake engagement assembly held in the disengaged position by the arm; -
FIG. 19 is a partial perspective view of the pedal assembly illustrated inFIG. 10 showing the parking brake pedal in the actuated state with respect to the service brake pedal and the arm rotated, allowing the parking brake engagement assembly to abut the toothed portion; -
FIG. 20 is a partial perspective view of the pedal assembly illustrated inFIG. 10 showing the service brake pedal actuated and the parking brake pedal in the actuated with respect to the service brake pedal, placing the pedal assembly in the parked state; -
FIG. 21 is a partial perspective view ofFIG. 20 showing the arm rotated and the projection of the engagement element engaged with the toothed portion of the service brake pedal assembly; -
FIG. 22 is a partial perspective view ofFIG. 20 showing the accelerator pedal in an unactuated state and the lever of the parking brake engagement assembly abutting the pin on the accelerator pedal assembly; -
FIG. 23 is a partial perspective view similar toFIG. 22 showing the accelerator pedal assembly actuated and the lever of the parking brake engagement assembly no longer abutting the pin on the accelerator pedal assembly; -
FIG. 24 is a simplified side view of the pedal assembly illustrated inFIG. 10 showing some of the components comprising the parking brake engagement assembly including the arm, the engagement element, and the serrate portion; -
FIG. 25A is a simplified side view of the pedal assembly illustrated inFIG. 24 showing the cam surface on the arm engaging a roller on the carriage to prevent engagement of the parking brake as the service brake is actuated; -
FIG. 25B is a simplified side view of the pedal assembly illustrated inFIG. 24 showing the cam surface on the arm disengaged from the roller on the carriage due to actuation of the parking brake pedal with respect to the service brake and allowing engagement of the parking brake; -
FIG. 26 is substantially the same view as illustrated inFIG. 25B with the arm and roller removed for clarity; -
FIG. 27A is a simplified side view of the pedal assembly illustrated inFIG. 24 showing parking brake engaged, the accelerator pedal assembly in the unactuated state, and the lever of the parking brake engagement assembly abutting the pin on the accelerator pedal assembly; -
FIG. 27B is substantially the same view as illustrated inFIG. 27A showing the parking brake becoming disengaged due to actuation of the accelerator pedal assembly; -
FIG. 28 is a more diagrammatic illustration of non-contact switch coupled to a brake pedal, a timer, and brake lamps; -
FIG. 29 is a more diagrammatic illustration of the accelerator pedal, depicting two limit positions of the pedal; and -
FIG. 30 is a more diagrammatic illustration of the brake pedals, depicting two limit positions of the pedal. - Before any embodiments of the invention are explained in detail, it is to be understood that the invention is not limited in its application to the details of construction and the arrangement of components set forth in the following description or illustrated in the following drawings. The invention is capable of other embodiments and of being practiced or of being carried out in various ways.
- Referring to the drawings in detail, wherein like numbers are used to indicate like elements throughout, there is shown in
FIGS. 1-29 a preferred construction of amodular pedal assembly 10 for use with avehicle 1, thevehicle 1 including amotor 2, acontrol circuit 3 operatively connected with themotor 2, and a brake assembly 4. Themodular pedal assembly 10 basically comprises a base 11 removably connectable with thevehicle 1, anaccelerator pedal 12 and at least one and preferably twobrake pedals base 11, and at least onesensor 15 configured to sense displacement of theaccelerator pedal 12. As depicted inFIG. 29 , theaccelerator pedal 12 is displaceable between a first, initial position PA1, at which thepedal 12 is in an “unactuated state”, and a second, maximum travel position PA2, the pedal 12 being in an, “actuated state” at the second position PA2 and all positions between the two limit positions PA1, PA2. Preferably, theaccelerator pedal 12 is pivotally coupled with thebase 11, so as to be angularly displaceable about anaxis 12 a, and is operatively coupleable with themotor 2 and/or with thecontrol circuit 3. Eachbrake pedal base 11, so as to be angularly displaceable about anaxis FIG. 30 ) and are each operatively coupled with the brake assembly 4 of thevehicle 1, as discussed below. The “service”brake pedal 13 is used for braking or stopping of thevehicle 1 during vehicle operation and the “parking”brake pedal 14 is used to maintain the brake assembly 4 engaged with the wheel shafts (not shown) and is releasably lockable at the second position PB2. Preferably, theaccelerator pedal 12 is operatively coupled with theparking brake pedal 14, such that when thebrake pedal 14 is locked at the second position PB2, displacement of theaccelerator pedal 12 releases theparking brake pedal 14 from the second position PB2. - Further, the one or
more sensors 15 are each configured to sense displacement of theaccelerator pedal 14 and each is electrically connectable with thecontrol circuit 3. As such, thecontrol circuit 3 regulates and/or operates themotor 2 and/or operates themotor 2 when thesensor 15 senses displacement of theaccelerator pedal 12, i.e., when theaccelerator pedal 12 “actuates” by displacing from the initial position PA1 toward the second, maximum travel position PA2. Preferably, the one ormore sensors 15 are incorporated into acontrol output regulator 16 of thepedal assembly 10 that also includes ahousing housing housing sensor 15 generally proximal to theaccelerator pedal 12, as described in further detail below. - Referring to
FIGS. 11A and 11B , themodular pedal assembly 10 may be used with avehicle 1 having amotor 2 that is either anelectric motor 28 or an internal combustion or “gas”engine 37, the primary difference being the particularcontrol output regulator 16 connected with thebase 11. More specifically, when themotor 2 is anelectric motor 28, thevehicle 1 includes abattery 31 and thecontrol circuit 3 includes acontroller 27 configured to regulate either the voltage or the current between thebattery 31 and themotor 28. An “electric” motorcontrol output regulator 23 preferably includes ahousing 24 and twosensors 15 disposed within thehousing 24, specifically afirst sensor 25 and asecond sensor 26. Thefirst sensor 25 is a limit switch electrically connected with thecontroller 27 such that thecontroller 27 is “turned-on” when thepedal 12 displaces from the initial position PA1 and towards the second position PA2. Thesecond sensor 26 is variable resistor or potentiometer configured to generate a signal proportional to a displacement dA of theaccelerator pedal 12 from the initial position PA1, such that thecontroller 27 adjusts either the voltage or current to themotor 28 to be generally proportional to pedal displacement dA (FIG. 29 ). - Alternatively, when the
motor 2 is agas engine 37, theengine 37 has at least one and preferably a plurality of spark plugs and a starter motor, and thecontrol circuit 3 includes a starter circuit with asolenoid 39 operatively coupled with the starter motor and amagneto 41 electrically coupleable with the spark plugs, as depicted inFIG. 11B . A “gas” motorcontrol output regulator 33 preferably includes ahousing 34 and twosensors 15 disposed within thehousing 34, specifically afirst sensor 35 and asecond sensor 36. Thefirst sensor 35 is a limit switch electrically connected with thesolenoid 39 such that thesolenoid 39 is electrically connected with the starter motor of theengine 37 when theaccelerator pedal 12 displaces from the initial position PA1 and towards the second position PA2. Thesecond sensor 37 is a limit switch electrically connected with themagneto 41 such that themagneto 41 is electrically coupled with the spark plugs when theaccelerator pedal 12 displaces from the initial position PA1. Further, with agas engine 37, theengine 37 preferably includes acarburetor 43 with a throttle and theaccelerator pedal 12 is operatively connected with the throttle by means of a cable 43 a. Having described the basic components and operation of the present invention, these and other elements of themodular pedal assembly 12 are described in greater detail below. - Referring first to
FIGS. 1-4 , themodular pedal assembly 10 is preferably used with avehicle 1 that is constructed as a golf car 1 (as shown) or a utility vehicle. Thepreferred vehicle 1 includes a body orchassis 5 that has anunderbody portion 6 to which themodular pedal assembly 10 is preferably mounted. Specifically, theunderbody portion 6 includes a mountingcavity 7 sized to receive thepedal group 10, as discussed in further detail below. Although preferably used with the above-describedvehicle 1, themodular pedal assembly 10 of the present invention may be used with any other type of vehicle. For example, themodular pedal 10 may be used with avehicle 1 that is a standard passenger automobile, a sports utility vehicle, a commercial truck, an off-road vehicle (e.g., dune buggy) having any type of drive system and/or other appropriate structure for connecting thepedal assembly 10 with the vehicle 1 (no alternatives shown). - Preferably, the
pedal assembly 10 is coupled to thevehicle 1 as a modular unit or “module”. Specifically, thebase 11 is connectable with thevehicle 1 to connect the entiremodular pedal assembly 10 to thevehicle 1 and thebase 11 is alternatively removable from thevehicle 1 to remove the entiremodular pedal assembly 10 from thevehicle 1. A such, thepedals vehicle 1, and then thepedals vehicle 1 when thebase 11 is connected or mounted thereto.FIGS. 4 and 5 illustrate how amodular pedal assembly 10 may be mounted with respect tovehicle 1, preferably to thebody 5 of the vehicle. Preferably, the vehicle body orchassis 5 has an aperture or mountingcavity 7 designed to receive and secure themodular pedal assembly 10 to thevehicle 1. Furthermore, the aperture/cavity 7 of thechassis 5 is designed to house and protect many of the moving and electrical parts (if any) from the environment. - As illustrated in
FIG. 5 , themodular pedal assembly 10, including thebase 11, thepedals control output regulator 16, is placed within thecavity 7 of the chassis as an assembled module. As such, very little manipulation or adjustment of themodular pedal assembly 10 is required once placed onto thechassis 5. In the illustrated embodiment, for example, thebrake output rod 17 is then connected to the brake system 4 by abrake cable 4 a, twoelectrical connections 3 a are made with thecontrol circuit 3 a, 3 b, and depending on the drive system, theaccelerator pedal 12 may be coupled directly to themotor 2. After these items are connected, anupper body panel 8, includingfloorboards 9, may be placed around and partially over themodular pedal assembly 10 and connected with theunderbody 6. As illustrated, thefloorboards 9 cover and protect the cables and electrical components of themodular pedal assembly 10 from the environment. Returning toFIG. 2 , in the fully assembled state only a portion of the pedals and adebris shield 21 of themodular pedal assembly 10 are exposed to the environment. - Although the
pedal assembly 10 is illustrated as being mounted on the floor of avehicle 1, thepedal assembly 10 may be mounted in other areas such as the inclined area between the floorboard and the dash of thevehicle 1. As discussed above and shown inFIGS. 6-11 , themodular pedal assembly 10 has abase 11 and a plurality of pedals coupled to thebase 11, which may include any combination of anaccelerator pedal assembly 12, a servicebrake pedal assembly 13, a parkingbrake pedal assembly 14, clutch pedal, or any other appropriate vehicle pedal. Although the illustrated embodiment comprises anaccelerator pedal assembly 12, a servicebrake pedal assembly 13, and a parkingbrake pedal assembly 14, it should be noted that theparking brake pedal 14 is not necessary for all applications. - The pedals may be coupled to the
base 11 by one or more moveable connections, such as a pivot. Theaccelerator pedal 12 is coupled to thebase 11 by afirst pivot 19 and theservice brake 13 andparking brake 14 are coupled to thebase 11 by asecond pivot 20. Although two separate pivots are used in the embodiment illustrated in the figures, other embodiments may use more or less pivots then illustrated. For example, some embodiments may use a single pivot for two or more pedals. - Referring to
FIGS. 6-10 and 12, the illustratedaccelerator pedal 12 has ashaft portion 64 that substantially surrounds and couples to thepivot 19. Thepivot 19, as illustrated, is secured to theaccelerator shaft 64 to rotate with theaccelerator 12 when theaccelerator 12 is actuated. Although not illustrated, theshaft 64 may be secured to the pivot by a fastener, a male/female connection, a force fit, a friction fit, adhesive, and the like. Furthermore, theaccelerator pedal 12 does not need to be secured to thepivot 19 in all embodiments. For example, in some embodiments, theshaft portion 64 pivots with respect to the pivot 19 (structure not shown). Returning to the illustrated embodiment of theaccelerator pedal assembly 12, portions of thepivot 19 are coupled to thebase 11 via abracket 40 on thebase 11. Although not illustrated, these portions of thepivot 19 may rest in bearings mounted to thebracket 40. As best illustrated inFIGS. 9 and 10 , a portion of thepivot 19 extends beyond thebracket 40. This portion of thepivot 19 rotates as theaccelerator 12 is actuated. As will be discussed in greater detail below, this portion of thepivot 19 is coupled to acontrol output regulator 16. - Another
portion 65 of theaccelerator 12 is coupled to one ormore biasing members 18. In some embodiments, the biasing member also has a damper member. The biasingmembers 18 as illustrated inFIG. 6 are also coupled to thebase 11. This structure allows theaccelerator pedal 12 to be biased toward the initial or unactuated position PA1. Thus, when theaccelerator pedal 12 is actuated, the biasingmembers 18 exert a force against aportion 65 of theaccelerator pedal 12 and create a torque on the pedal 12 to bias the pedal 12 toward the unactuated position. - The
brake pedal assembly 13 is also coupled to apivot 20. Much like theaccelerator assembly 12, thepivot 20 of thebrake pedal assembly 13 may either be rigidly fixed to the base 11 or may be fixed to thepedal assembly 13 and rotate within thebase 11. If thepivot 20 is fixed topedal assembly 13 and rotates relative to thebase 11, a bearing may be mounted to the base 11 to reduce the force required to actuated the pedal 13 and to eliminate wear. - As best illustrated in
FIGS. 5-10 and 14-16, theservice brake pedal 13 and theparking brake pedal 14 are disposed adjacent to one another. Each pedal has anarm portion assembly shaft arm 81 of theparking brake pedal 14 is nested within thearm 74 of theservice brake 13. As such, actuation of theservice brake pedal 13 alone causes theparking brake pedal 14 to move with theservice brake pedal 13 relative to thebase 11, but not relative to theservice brake pedal 13. Theparking brake pedal 14, however, may be partially actuated with respect to theservice brake pedal 13 and thebase 11 without causing actuation of theservice brake pedal 13. After a certain range of motion though, theparking brake pedal 14 hits anabutment 79 on theservice brake pedal 13 causing theservice brake pedal 13 to move with it. As will be discussed in greater detail below, further actuation of the parking brake pedal 14 (once it hits theabutment 79 on the service brake pedal 13) causes theservice brake pedal 13 to actuate and the parking brake to engage. - Since the
parking brake pedal 14 always moves upon actuation of theservice brake pedal 13, a biasingmember 18 may be coupled to theparking brake pedal 14 to bias bothpedals more portions 77 of thebrake pedal assemblies output rod 17. These output members may be coupled to a braking system of avehicle 1 once themodular pedal assembly 10 is mounted on thecar 1. - As illustrated in
FIGS. 5-7 , acontrol output regulator 16 is preferably mounted to thebase 11 of thepedal assembly 10. Thecontrol output regulator 16 is also coupled to the portion of theaccelerator pedal assembly 12. Thecontrol output regulator 16 has ahousing base 11 and supports at least one and preferably twosensors 15 disposed within thehousing sensors 15 are positioned within thehousing accelerator pedal 12. Since a portion of theaccelerator pivot 19 extends within thehousing control output regulator 16, thesensors 15 preferably detect rotation of thepivot 19. Thecontrol output regulator 16 communicates with the drive system of thevehicle 1 indicating whether theaccelerator pedal 12 is actuated. In some embodiments, thecontrol output regulator 16 also communicates with the drive system the amount of angular displacement dA by which theaccelerator pedal 12 is actuated or displaced. - As discussed above, the
modular pedal assembly 10 may be used on avehicle 1 having either an electric drive system or gas drive system with only minimal modifications. Thebase 11 and pedals may be identical for both electric drive andgas drive vehicles 1.Vehicles 1 having an electric drive system utilize a motorcontrol output regulator 23, while gas drive systems utilize a gascontrol output regulator 33. The motorcontrol output regulator 23 and the gascontrol output regulator 33 are generally similarly constructed, such that eitherregulator modular pedal assembly 10, which are generally identical in both constructions. Thus, themodular pedal assembly 10 described embodiment requires very minor modifications and relatively few alternative parts to adapt for use with either electric orgas motors 2. As will be discussed below, the main difference between the different types of control output regulators is the type ofsensors housing - As discussed above, the motor
control output regulator 23 is used with avehicle 1 having an electric drive system including anelectric motor 28, abattery 31 and acontroller 27. The motorcontrol output regulator 23 has ahousing 24 that is adapted to couple with thebase 11. Thehousing 24 also receives a portion of theaccelerator pivot 19 and houses at least one and preferably twosensors 15. In the embodiment illustrated inFIG. 11A , twosensors housing 24. Thefirst sensor 25 is a limit switch, which senses actuation of theaccelerator pedal 12 and is operatively coupled with thecontroller 25 such that thecontroller 27 is “turned-on” when thepedal 12 displaces from the initial position PA1. Once thelimit switch 25 senses actuation of theaccelerator pedal 12 from the at rest, unactuated state, it sends a signal to acontroller 27. Upon receiving a signal from the motorcontrol output regulator 23, thecontroller 27 is “turned-on” and enabled to send a signal to themotor 28. If thecontroller 27 does not receive a signal from thelimit switch 25, thecontroller 27 is in an off state and thus unable to send a signal to theelectric motor 28. - The illustrated motor
control output regulator 23 also has asecond sensor 26 within thehousing 24. The second sensor is preferably a variable resistor or potentiometer, which senses the amount of actuation or angular displacement dA of theaccelerator pedal 12. Thesecond sensor 26 also communicates with thecontroller 27 and is preferably configured to generate and transmit a variable signal to thecontroller 27 that is generally proportional to the angular displacement dA (FIG. 29 ) of theaccelerator pedal 12. - For example, in one embodiment where the
second sensor 26 is a variable resistor such as a potentiometer, the potentiometer 29 preferably sends a variable voltage to thecontroller 27 to indicate the amount that theaccelerator 12 is actuated. In one particular embodiment, for example, the potentiometer 29 may be designed to send zero (0) volts to thecontroller 27 when theaccelerator pedal 12 is in the unactuated, at rest state (i.e., located at the initial position PA1) and up to five (5) volts when theaccelerator pedal 12 is in the fully actuated state, i.e., located at the maximum travel position PA2. If, however, theaccelerator pedal 12 is actuated halfway between the at rest, unactuated state and the fully actuated state, the potentiometer 29 sends a signal having a magnitude of around two and one-half (21/2) volts to thecontroller 27. As illustrated, the voltage sent to thecontroller 27 varies with the angular displacement dA or position of theaccelerator pedal 12. Once thecontroller 27 receives both signals from thesensors motor 28 of thevehicle 1. The signal may be a variable signal, such as pulse-width-modulation or the like. Upon receiving the signal fromcontroller 27, themotor 28 may then accelerate or decelerate corresponding to the amount theaccelerator pedal 12 is actuated. - As previously mentioned, the gas
control output regulator 33 is preferably constructed generally similarly as the electriccontrol output regulator 23. As such, eithercontrol output regulator base 11 of a stockmodular pedal assembly 10 depending upon the type of drive system utilized. The gascontrol output regulator 33 has ahousing 34 that is adapted to be received upon thebase 11. The housing also contains one ormore sensors accelerator pedal 12. - As discussed above, the embodiment of the gas
control output regulator 33 illustrated inFIG. 11B contains twolimit switches first limit switch 35 is part of acontrol circuit 3 that includes a starter circuit with asolenoid 39 operatively coupled with the starter motor of theengine 37. Thefirst limit switch 35 is a normally open state when theaccelerator pedal 12 is in the at rest, unactuated state (i.e., located at the initial position PA1). Since thefirst limit switch 35 is in a normally open state, the first circuit has a normally open condition. However, upon actuation of theaccelerator pedal 12, thefirst sensor 35 closes the circuit and sends a signal to thesolenoid 39 to enable theengine 37 to start idling. Theaccelerator pedal 12 also has an output member, such as a throttle cable 43 a connected with thecarburetor 43 of theengine 37, to directly control the amount of acceleration and deceleration of thevehicle 1 corresponding to the amount theaccelerator 12 is actuated. - The
second limit switch 36 is preferably housed within the gascontrol output regulator 33 as illustrated. Thesecond switch 36 is electrically connected with themagneto 41 connected with the spark plug(s) of theengine 37. Thesecond switch 36 has a normally closed state when theaccelerator pedal 12 is in the at rest, unactuated state (i.e., located at the initial position PA1). When theswitch 36 is in the closed state, it grounds themagneto 41 and kills the spark to the spark plugs. As such, theengine 37 does not idle when theaccelerator pedal 12 is in the at rest, unactuated state. However, upon actuation of theaccelerator pedal 12, thesecond switch 36 opens the portion of thecontrol circuit 3 containing themagneto 41. With thesecond switch 36 open, themagneto 41 is no longer grounded and the spark plugs may generate a spark. Thus, theengine 37 may idle and drive thevehicle 1 depending upon the amount of actuation of theaccelerator pedal 12. - Another independent aspect of the present invention is a parking brake assembly. Although this assembly is shown in many of the figures, it is best illustrated in FIGS. 10 and 12-27. As is well know in the vehicle industry, the parking brake may keep the
vehicle 1 from rolling with respect to the ground. In the present embodiment, the parking brake is engageable upon actuation of theparking brake pedal 14 with respect to theservice brake pedal 13. As previously described, theparking brake pedal 14 may be actuated independently of theservice brake pedal 13 through a limited range of motion. However, after a the limited range of motion, further actuation of theparking brake pedal 14 may cause actuation of theservice brake pedal 13 due to contact between theparking brake pedal 14 and anabutment 79 on theservice brake pedal 13. It is the actuation of theservice brake pedal 13 while theparking brake pedal 14 is actuated relative to theservice brake pedal 13 that causes the parking brake to engage. Once the parking brake is engaged, actuation of theaccelerator pedal 12 may cause disengagement of the parking brake. - The parking brake illustrated comprises a parking
brake engagement assembly 44 including acarriage 45 coupled to thebase 11 and an engagement element orpawl 50 coupled to thecarriage 45. The illustratedcarriage 45 comprises a plurality ofrods 46 and one ormore brackets 47 interconnecting therods 46. One of therods 46 that couples thecarriage 45 to thebase 11 defines afirst pivot point 57 for thecarriage 45. Theentire carriage 45 is pivotable about this point with respect to thebase 11. Theengagement element 50 is pivotally coupled to anotherrod 46 defining asecond pivot point 58. Thisrod 46 defining thesecond pivot point 58 is also coupled to alever 49. Thelever 49 is adjacent to thecarriage 45 and capable of pivoting independently of thecarriage 45 about thesecond pivot point 58. As will be described in greater detail below, pivotal movement of thelever 49 with respect tocarriage 45 may cause theengagement element 50 to pivot about thesecond pivot point 58. - The
carriage 45, as illustrated inFIG. 10 , is biased by aspring 48 toward thebrake pedal assembly 13. The parkingbrake engagement assembly 44 also comprises a toothed portion orgear 53 coupled to thebrake pedal assembly 13 and anarm 52 coupled to thebrake pedal assembly 13. Thetoothed portion 53 of thebrake pedal assembly 13 is designed to selectively engage theengagement element 50 on thecarriage 45 in the engaged state of the parking brake. Thetoothed portion 53 and theengagement element 50 may be designed to resist disengagement, as illustrated, to prevent unintentional disengagement of the parking brake. Thus, when theengagement element 50 is engaged with thetoothed portion 53 of thebrake pedal assembly 13, the parking brake is engaged or “on.” However, if theengagement element 50 is not engaged with thetoothed portion 53 of thebrake assembly 13 the parking brake is not on. - The carriage 45 (which includes the engagement element 50) is biased towards the
brake pedal assembly 13, 14 (which includes the toothed portion 53). Thus, without an apparatus to keep theengagement element 50 separate from thetoothed portion 53, theengagement element 50 would engage thetoothed portion 53 upon actuation of theservice brake pedal 13 during normal driving conditions and unintentionally engage the parking brake. Therefore, amoveable arm 52 is coupled to thebrake pedal assembly engagement element 50 with respect to thetoothed portion 53 and prevent unintentional engagement. - The
arm 52 has a first position that prevents engagement of theengagement element 50 with thetoothed portion 53 and a second position which allows engagement between theengagement element 50 andtoothed portion 53. In the first position, thearm 52 allows actuation of theservice brake pedal 13 without the parking brake engaging. In the second position of thearm 52, however, engagement between theengagement element 50 and thetoothed portion 53 during actuation of theservice brake pedal 13 is enabled. The position of thearm 52 is controlled by theparking brake pedal 14. Thearm 52 stays in the first position to prevent engagement of the parking brake while theparking brake pedal 14 is not sufficiently actuated with respect to theservice brake pedal 13. Sufficient actuation of theparking brake pedal 14 with respect to theservice brake pedal 14 places thearm 52 in the second position and enables engagement of the parking brake. Movement of thearm 52 is caused by the relative motion between thepedals parking brake pedal 13 with respect to theservice brake pedal 14 causes a torque on thearm 52. In the illustrated embodiment, thearm 52 is coupled to theservice brake pedal 13 by afirst pin 60 and coupled to theparking brake pedal 14 by asecond pin 55. Thus the relative motion between the twopedals arm 52. - In some embodiments, the
arm 52 has a cammed surface on it and the carriage has aroller 51 adjacent theengagement element 50. Thus, theroller 51 rides on the cammed surface in the first position of thearm 52 and the parking brake is prevented from engaging. Theroller 51 does not sufficiently engage the cam surface of thearm 52 in the second position of thearm 52 to prevent the parking brake from engaging. - Once the parking brake is engaged it may be released upon actuation of the
accelerator pedal 12. As illustrated inFIG. 12 , apin 54 is couple to a portion of the accelerator pedal assembly. When the parking brake is engaged, thelever 49 coupled to thecarriage 45 abuts thispin 54 and is biased towards thepin 54. Thelever 49 is pivotally coupled to thecarriage 45 about thesecond pivot point 58 and pivotable about thesecond pivot point 58 independent of thecarriage 45. Without thelever 49 abutting thepin 54, the parking brake could disengage due to a torque placed on theengagement element 50 by thetoothed portion 53. Thus, when thepin 54 is moved away from the lever 49 (by actuation of the accelerator) the torque placed upon theengagement element 50 fromtoothed portion 53 coupled to thebrake assembly 13 may cause theengagement element 50 to pivot about thesecond pivot point 58 and the parking brake to release. - As shown if
FIGS. 23 and 27B , upon substantial actuation (4 degrees in the illustration) of theaccelerator pedal 12, thelever 49 no longer abuts thepin 54. Thus, theengagement element 50 is able to pivot about thesecond pivot point 58 to release the parking brake. As mentioned above, theengagement element 50 may be caused to pivot about thesecond pivot point 58 by the torque placed upon it from the parking brake assembly, frombias elements 48 coupled to thecarriage 45, or any combination thereof. - The operation of the parking brake assembly will now be discussed with reference to
FIGS. 24-27 .FIG. 24 shows a parking brake assembly in the disengaged state. In other words, the parking brake is not engaged. As illustrated, thecarriage 45 has afirst pivot point 57, asecond pivot point 58, and an engagement element orpawl 50 attached to thecarriage 45 at thesecond pivot point 58. Anarm 52 is coupled to thebrake pedal assembly carriage 45 to prevent the parking brake from engaging.FIG. 25A shows the assembly illustrated inFIG. 24 with several parts removed for the sake of clarity. This figure also shows theservice brake pedal 13 actuated. As previously discussed, actuation of theservice brake pedal 13 also causes actuation of theparking brake pedal 14. However, theparking brake pedal 14 is not actuated with respect to theservice brake pedal 13 in this figure. Thus, although thearm 52 is actuated relative to thebase 11, thearm 52 stays in the first position illustrated inFIG. 24 with respect to thepedals engagement element 50 from engaging thetoothed portion 53 due to aroller 51 on thecarriage 45 riding on a cam surface of thearm 52. - Referring to
FIG. 25B , however, shows theservice brake pedal 13 actuated and theparking brake pedal 14 actuated with respect to theservice brake pedal 13. As such, thearm 52 pivots (with respect to the pedals) to the second position shown in this figure and enables the parking brake to engage. With the parking brake engaged, aprojection 59 on theengagement element 50 engages thetoothed portion 53 and holds theservice brake pedal 13 in the actuated position. Thus, this illustration shows the parking brake in the engaged position.FIG. 26 also illustrates the parking brake in the engaged position with several parts, such as thearm 52 androller 51 removed for clarification.FIG. 27A is similar toFIG. 25B , however, it further illustrates thepin 54 on theaccelerator 12, which prevents theengagement element 50 from being torqued out of engagement with thetoothed portion 53. - Finally,
FIG. 27B illustrates theaccelerator 12 actuated by about four degrees from the at rest, unactuated or initial position PB1. As such, thepin 54 on theaccelerator 12 no longer abuts thelever 49 adjacent thecarriage 45. Thus, as illustrated, theengagement element 50 is capable of rotating about thesecond pivot point 58 to begin disengaging the parking brake. Although not illustrated in this figure or any other figures, theengagement element 50 would continue to rotate about thesecond pivot point 58 and completely disengage the parking brake. - The brake system 4 may also include an
infrared switch 88 or other non-contact sensor to detect actuation of thebrake pedal assembly 13. Thisswitch 88 may be coupled to thebrake lamps 8 to indicate whether thebrake pedal 13 is actuated. The switch may have areceiver 90 and atransmitter 89 communicating with thereceiver 90. Any change in the state of the message received by thereceiver 90 indicates that the state of thebrake pedal 13 has changed. - The
brake lamp switch 8 in some embodiments is a solid state construction, with the switch attached to thebase 11 of thepedal assembly 10. Ashutter 92 is attached to theservice brake 13 and moveable with theservice brake 13. As theservice brake 13 is actuated, theshutter 92 moves within a groove in theswitch housing 88. In some embodiments, theswitch 88 may have positive switching circuitry including a normally open state. Thus, when theshutter 92 disrupts the infrared beam or communication between thetransmitter 89 and thereceiver 90, the circuit closes and thebrake lamps 8 are illuminated. Furthermore, movement of the pedal 13 back to the unactuated state would move theshutter 92 and discontinue output of thebrake lamps 8. - Since the
parking brake pedal 14 and theservice brake pedal 13 are arranged in some embodiments to be driven together, either brake pedal may actuate thelight switch 88. As theinfrared switch 88 is a non-contact switch, wear is eliminated. Theswitch 88 may allow thebrake lamps 8 to be illuminated while thevehicle 1 is in the parked condition. The brake lamp illumination system may be equipped with atimer 91 to provide illumination of thebrake lamps 8 when the car is parked. Thetimer 91 may be programmed to allow thebrake lamps 8 to be illuminated for a predetermined period of time while the parking brake is engaged. A period of several minutes, such as four minutes for example, is reasonable to avoid dangerous situations, but yet preserves battery life of thevehicle 1. Once timed out, thebrake lamps 8 may no longer be illuminated without another input into the system, such as re-actuation or further actuation of thebrake pedal 13. - The embodiments described above and illustrated in the figures are presented by way of example only and are not intended as a limitation upon the concepts and principles of the present invention. As such, it will be appreciated by one having ordinary skill in the art that various changes in the elements and their configuration and arrangement are possible without departing from the spirit and scope of the present invention. For example, various alternatives to the features and elements of the assemblies are described with reference to a particular referenced assembly. With the exception of features, elements, and manners of operation that are mutually exclusive to or are inconsistent with each illustrated embodiment described above, it should be noted that the alternative features, elements, and manners of operation described with reference to each of the assemblies are applicable to the other embodiments. Additionally, the
infrared switch 88 and/or thetimer 91 described above may be coupled to a vehicle in a conventional manner individually or as a modular unit. Similarly, the parkingbrake engagement assembly 44 discussed above may be mounted to avehicle 1 in a conventional manner individually, may be mounted to a vehicle as a modular parking brake assembly, or may be mounted to avehicle 1 as part of amodular pedal assembly 10. Furthermore, although the embodiments discussed above are illustrated and referenced with regard to a vehicle, the teachings of the present invention apply equally to many types of vehicles, including utility vehicles. - Various features and advantages of the invention are set forth in the following claims.
Claims (13)
Priority Applications (1)
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US12/903,289 US10296036B2 (en) | 2003-01-24 | 2010-10-13 | Modular pedal assembly for vehicles |
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PCT/US2004/002120 WO2004068254A2 (en) | 2003-01-24 | 2004-01-26 | Modular pedal assembly for vehicles |
US10/543,344 US20060230869A1 (en) | 2003-01-24 | 2004-01-26 | Modular pedal assembly for vehicles |
US12/903,289 US10296036B2 (en) | 2003-01-24 | 2010-10-13 | Modular pedal assembly for vehicles |
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PCT/US2004/002120 Division WO2004068254A2 (en) | 2003-01-24 | 2004-01-26 | Modular pedal assembly for vehicles |
US11/543,344 Division US20080083573A1 (en) | 2006-10-04 | 2006-10-04 | Vehicle |
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US12/903,289 Expired - Fee Related US10296036B2 (en) | 2003-01-24 | 2010-10-13 | Modular pedal assembly for vehicles |
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US10/543,344 Abandoned US20060230869A1 (en) | 2003-01-24 | 2004-01-26 | Modular pedal assembly for vehicles |
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US (2) | US20060230869A1 (en) |
EP (1) | EP1588226B1 (en) |
JP (1) | JP2006520286A (en) |
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AU (2) | AU2004207396B2 (en) |
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US20090145260A1 (en) * | 2007-12-10 | 2009-06-11 | Club Car, Inc. | Pedal assembly for vehicles |
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USD903556S1 (en) | 2018-08-10 | 2020-12-01 | Ka Group Ag | Pedal apparatus |
USD913877S1 (en) | 2018-08-10 | 2021-03-23 | Ka Group Ag | Pedal apparatus |
USD916632S1 (en) | 2018-08-10 | 2021-04-20 | Ka Group Ag | Pedal apparatus |
USD917354S1 (en) | 2018-08-10 | 2021-04-27 | Ka Group Ag | Pedal apparatus |
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WO2006011441A1 (en) * | 2004-07-26 | 2006-02-02 | Yamaha Hatsudoki Kabushiki Kaisha | Shift controller of saddle-riding type vehicle |
KR100605009B1 (en) * | 2004-12-27 | 2006-07-28 | 두산인프라코어 주식회사 | Device of common-use pedal for vehicles |
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WO2016210095A1 (en) | 2015-06-23 | 2016-12-29 | Kongsberg Power Products Systems I, Inc. | Bidirectional pedal assembly |
USD892676S1 (en) | 2017-01-25 | 2020-08-11 | Jh Global Services, Inc. | Powered golf car |
USD867205S1 (en) | 2017-01-26 | 2019-11-19 | Jh Global Services, Inc. | Vehicle dash for a golf car |
USD855842S1 (en) | 2017-02-02 | 2019-08-06 | Jh Global Services, Inc. | Tail lights for golf car |
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Cited By (8)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
US20090145260A1 (en) * | 2007-12-10 | 2009-06-11 | Club Car, Inc. | Pedal assembly for vehicles |
US8205523B2 (en) * | 2007-12-10 | 2012-06-26 | Club Car, Llc | Pedal assembly for vehicles |
US9387835B2 (en) | 2012-08-14 | 2016-07-12 | Kongsberg Power Products Systems I, Inc. | Pedal apparatus for a vehicle |
USD903556S1 (en) | 2018-08-10 | 2020-12-01 | Ka Group Ag | Pedal apparatus |
USD913877S1 (en) | 2018-08-10 | 2021-03-23 | Ka Group Ag | Pedal apparatus |
USD916632S1 (en) | 2018-08-10 | 2021-04-20 | Ka Group Ag | Pedal apparatus |
USD917354S1 (en) | 2018-08-10 | 2021-04-27 | Ka Group Ag | Pedal apparatus |
WO2021217230A1 (en) * | 2020-04-30 | 2021-11-04 | Axon Simulator Ltd. | Pedal adjustment system and seat adjustment system, and apparatus using same |
Also Published As
Publication number | Publication date |
---|---|
PT1588226E (en) | 2007-05-31 |
JP2006520286A (en) | 2006-09-07 |
AU2004207396A1 (en) | 2004-08-12 |
EP1588226A2 (en) | 2005-10-26 |
WO2004068254A2 (en) | 2004-08-12 |
WO2004068254A9 (en) | 2004-09-30 |
US10296036B2 (en) | 2019-05-21 |
KR101271301B1 (en) | 2013-06-04 |
KR20050109470A (en) | 2005-11-21 |
WO2004068254A3 (en) | 2004-11-11 |
EP1588226B1 (en) | 2007-03-14 |
AU2009213100A1 (en) | 2009-10-08 |
ES2281782T3 (en) | 2007-10-01 |
AU2004207396B2 (en) | 2009-06-11 |
AU2009213100B2 (en) | 2012-04-26 |
US20060230869A1 (en) | 2006-10-19 |
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